Railroad-crossing gate.



L. L. HILL.

RAILROAD cnossme GATE APPLICATION FAILED MAB. 1 1916.

1,226,213. Patented May15, 1917.

3 SHEETSSHEET I.

L. L. HILL.

RAILROAD CROSSING GATE.

APPLICATION FILED MAR. 7, 1916.

Patented May 15, 1917.

3 SHEETS-SHEET 2.

L. L. HILL RAILROAD caossme GATE.

APPLICATION FILED MAR. I. 1916.

1,226,213. Patented Ma '15, 1917.

3 SHEETS-SHEET 3- -ail Elk?" ill LI DSAY L. HILL, or LOUISVILLE, KENTUCKY.

RAILROAD-CROSSING GATE.

To ail whom it may concern:

Be it known that I,.'LINnsAY L. HI L, a

citizen of the United States, residing at Louisville, in thecounty of Jefferson and State of Kentucky, have invented certain new and useful Improvements in Railroad- Crossing Gates, of which the following is a specification. I

My invention relates to'new and useful improvements in gates for railway vcrossings, the primary object of my invention being the provision of a railway crossing gate, the barriers of which may be raised or lowered with the greatest possibly rapidity. u

A still further object of my invention is to provide a gate mechanism and operating structure therefor of such a character that a railway gate embodying two coacting road lguarding barriers and sidewalk guarding arriers may be actuated by a single hand lever, all of thebarriers being raised or lowered simultaneously.

A still further object of my invention consists in the provision of a novel form of lever and link mechanism co-acting between each road guarding barrier and sidewalk guarding barrier, whereby actuation of the road, guarding barrier will cause corresponding movement of the other barrier;

In. this connection, a still. further object of my invention consists in so proportioning the links, levers and other parts of the operating mechanism that a relatively small angular movement of the hand lever is all that is necessary to fully raise or lower the gate.

As will be apparent after a more complete understanding of my invention, a still further object consists in the provision of a railway gate structure in which the cost both of installation and maintenance is re duced. To accomplish this, I necessarily provide a gate structure. and operating mechanism of unusual simplicity.

With these andother objects in view, my invention will be more fullydescribed, illustrated in the accompanying drawings, and then specifically pointed out in the claims which are attached to and form a part of this application. A

In the drawings:

Figures 1 and 1 are showlng the invention complete;

perspective views,

Specification of Letters Patent. 1 I Patented May 15, 1917. Application filed March 7, 1916. s riamo. 82,719;

Fig. 2 is a front elevation, partially in section, showing my. improved railway crossing gate in lowered osition;

Fig. 3 1s a verticalsectional view taken on the line 3-3 of Fig; 2; a I

Fig. 4 is a vertical sectional view taken on the line 4-4 of Fig. 3.

Corresponding and like parts are referred to in the following description and indicated in all the views of the drawings by the same reference characters.

In the preferred embodiment of my invention, I provide supporting bases 10, one at either side of the road, preferably bctween the sides of the road and adjacent sides of the sidewalks, in the form of piers or abutments constructed of concrete, masonry or other material. Each of these piers supports a standard, indicated as a whole by the numeral 11, and each standard carries a road guarding barrier 12 and sidewalk guarding barrier 13. I

' More specifically, each standard 11 is substantially U-shaped and provided at its free ends with laterally directed feet 14 which rest upon the bases 10 to which they are secured by bolts 15 or other suitable fastening means passed through the feet and anchored in the concrete of the base. Each of these standards, adjacent its upper end, has its sides formed with alined openings 16 to receive a bearing sleeve 17. This sleeve forms a cage fora plurality of roller bearings 18which in turn journal the pivot bolt 19 upon which the main or road guard ing barrier 12 is mounted. In like manner and in spaced relation above this sleeve is located a second bearing sleeve 20 which forms arace'for roller bearings 21 which journalthe pivot bolt 22 of the sidewalk guarding barrier 13. The barrier 13 in cludes the barrier bar proper 23, which is preferably constructed of wood and which is secured at one end between the ends of the side members 24 of the barrier head 25 by bolts 26 or other suitable fastening means. These side members of the barrier head 25 seat between the flanges of chain nel metal frame plates 27 which engage one at either side of the standardll and the members 24 may be secured in these plates by any suitable fastening means. The inner facesof the members 24 are recessed, as shown at 28 in Fig. 3 of the drawings, to

seat the head of the pivot bolt 22 and the nut 29 which holds the bolt in place. 7

In like manner,each barrier 12 includes a barrier bar proper 30 which is secured at one end by bolts or otherfastening'means 31 between the insprung ends 'of'the side bars 32 of the barrier head 33, the barrier proper 30 and side bars 32 being preferably formed of wood. The side bars 32, at their other ends, seat between the flanges of channel plates 34, corresponding to the channel plates 27 and are secured in such plates by bolts 35 or other suitable fasteningdevices. These channel plates 34, intermediate their length, are formed upon their inner faces with inwardly directed bosses or hubs 36' which engage the outer sides" of the standard 11 and serve to space the plates 34 outwardly a sufficient distance to give them clearance and'permit them to swing past the'outer sides of'the barrier head -25during movement of the gate, as will be later apparent. The inner faces of the side bars 32 are recessed, as shown at 37 "in' Fig. 3, to seat thehead of the pivot bolt 19 and the nut 38 by-means of which such bolt is held against displacement. Preferably, the side bars 32 are braced and secured inproper spaced relation by one or more spacer members 39 and in like manner the side plates 27 are braced and spaced by a spacer bolt 40.

The operating mechanism for the barriers at one side of the road is identical with that of the barriers at 'theother side and a description of one will suflice for both. Each mechanism includes a bell crank lever 41 which is pivotally supported between the side members of the standard '11 by a pivot bolt 42, that portion of the lever through which the pivot bolt passes being formed with bearing hubs 43, as best shown in Fig. 3. "Double links 44 pivotally connect the laterally directed arm of the lever 41 with'the free end of the barrier head 33, a pivot bolt 45 being passed through the sides of the barrier head and the endsof the links 44. This pivot bolt 45 not only serves as a means for connecting the links 44 to the barrier head, but also carriesa plurality of counterweights 46, preferably of such a type that their combined weight may be readily adjusted by some well known means, such as the addition or removal of shot from a chamber contained in one of them. At this point it"lshould be notedtha't these counterweights are intended not only to counterbalance'the main orYroad guarding barrier 12 its operating mechanism, but also the supplemental-or sidewalk. guarding barrier 13. A second bell crank lever 47 is pivotally Lsupportedbetween the sides of the st'andardfl l and in spaced relation above the lever 41 by a pivot bolt 48 passed through the the standard" and] through crete or masonry of the structure.

'of the bell crank lever 47 with the intermediate portion of the barrier head 13. Preferably, the spacer bolt 40, previously mentioned, is employed for this latter connection.

At this point it should be noted that the bell crank levers 41 and 47 are reversely disposed so that 'a downward swinging movement of the lateral arm of the lever 41, which is the movement required to raise the barrier '12,'will result in a downward swinging movement of the lateral arm of the lever '47, which is necessary to raise the barrier 13.

The bases or piers 10 are preferably partially embedded in the earth, as best shown in Figs. 1 and'2, and di'sposed'in spaced re lation' to these piers are additional piers 52"which are correspondingly embedded in the earth. Of course, the piers 10 and 52 may beconstructed as one. if desired. Each of the piers 52 is formed with a chamber 53 opening through its upperface and a lever 54 is 'pivotally supported at its lower end in the lower end of one of these chambers'by a pivotbolt or rod 55, the ends of which are preferably embedded in the con- A corresponding lever 56 is pivoted intermediate its length in the chamber of the pier 52 by a pivot bolt 57 and the downwardly extending portions of these levers are pivotally connected to the depending arms of the'bell crank levers 41 by links 58. A pipe or conduit of'tiles or other suitable material 59 extends from one of the piers 52 to the other and serves as a housing fora connecting rod 60 which is pivoted at its ends to the intermediate portion of the lever 54 and to'the inner or lower end of the lever 56, as clearly'shown in Fig. 2. Preferably, rollers 61'are projected transversely across the lower portion of the pipe 59 at suitable intervals to support the connecting rod 60 and thus reduce the force required to move it.

From the foregoing description, it will be apparent that a swinging of the upper end of the lever 54 toward the standard 11 will not only cause a raising of the gate barriers 12 and 13 supported by that standard adjacent the lever 54, but will also act through the connecting rod'60 and mechanism at the other standard 11 to raise the barriers carried, by the other standard.

'As'previo'usly stated, one of the objects of this'invention is the provision of a mechanism by means of which the gates may be operated from any convenient point, such as 'a'wa'tch tower or signal station. Such a mechanism is shown in Fig. l in which suitable piers or abutments 62 pivotally support oppositely disposed bell crank levers 63 and 64: which have their parallel arms pivctally connected by a link .65. A link 66 pivotally connects the other arm of the bell crank lever 63 with the upper terminal of the lever 5-1;, whilealink 67 pivotally connects the free arm of the bell crank lever 64: with one arm of a vertically disposed bell crank lever 68 carried by a pier or abutment 69 disposed below the watch tower or signal station, not shown. A link 70 pivotally connects the free arm of the bell crank lever 68 with the laterally directed arm 71 of a vertically swinging hand lever 72 of the bell crank type. The handle arm of this lever is swingingly mounted between parallel toothed sectors 73 and is provided with a spring pressed hand latch mechanism 7 by means of which it may be locked in any desired position.

In order tokeep the chambers or recesses in the piers 52 free of dirt and leaves, which would in time work into the pipe 59 and interfere with the operation of the gate, 1 provide sliding closure plates 75 which are free for movement over the top of the pier and which are formed with small openings to receive the pro ecting ends of the levers.

54 and 56. These plates are, of course, so proportioned that in all positions of the levers projecting through them, they completely close the chambers. As a rule, the various levers and links leading from the lever 54 to the link 70 will be inclosed in a suitable housing either below the surface of the groundor directly upon the ground, but I have not shown such housing as it would interfere with the proper disclosure of the mechanism itself. Any suitable type of boom 76 may be attached to the main barriers 12 to support a lantern or other signal device.

Preferably, the links 51 and 58 and the link 66 are made adjustable in the manner shown, in order that the operating mechanism may be adjusted with nicety and any loose play, due to wearing of the parts, taken up from time to time. For the same reason, turn buckles 77 are employed to connect the ends of the connecting rods 60 to the levers 54: and 56, these turn buckles being so disposed that they may be adjusted from the chambers 53 of the piers 52. Also one or more turn buckles 78 may be included in the various links leading from the gate mechanism to the operating lever 72.

It will of course be apparent that numerous minor changes in construction may be made without in any way aifecting the principles of operation of my crossing gate and its operating mechanism and I therefore reserve the right to make any changes within the scope of the appended claims.

Having thus described the invention, What is claimed as new is:

l. A gate for railway crossings including standards adapted to be positioned at opposite sides of a roadway, oppositely extending barriers wingingly mounted upon each standard, connecting means between the barriers of each standard, whereby movement of one will cause corresponding movement of. the other, a bell crank lever on each standard connected to a barrler thereon, a lever plvoted ad acent one end near one standard, a lever pivoted intermediate its ,tending barrier pivotally supported at one end upon the standard, bell crank levers pivotally supported upon the standard with one arm of one lever projecting in the opposite direction to the corresponding arm of the other and with their remaining arms extending parallel, a link connecting the free end of the parallel arm of one bell crank lever with the intermediate portion of the corresponding arm of the other, a link connecting the free end of the last arm of the bell crank lever with the free end of the main barrier, and a link connecting the free arm of the first bell crank lever with the intermediate portion of the supplemental barrier.

3. In a gate construction for railway crossings, a standard, main and supplemental barriers swingingly supported on the standard, bell crank levers swingingly supported on the standard, links connecting certain arms of the bell crank levers with the barriers, and a link connecting the free arm of one bell crank lever with the intermediate portion of that arm of the other bell crank lever which is connected to one of the barriers and means for swinging one of the bell crank levers.

4. In a gate construction for railway crossings, a standard adapted to be positioned adjacent a crossing and including spaced side members formed intermediate their height with alined openings, a sleeve seating at its ends in the openings, a barrier including a head having side portions projecting past the sides of the standard, a pivot bolt passed through the side portions of the barrier head and through the sleeve, and a plurality of roller bearings located in the sleeve and surrounding the pivot bolt mounted upon the standard, links connect- 7 ing one arm of each bell crank lever with the barriers, means connecting the free arm 7 of one bell crank lever With the other bell 13 crank lever, and means for operating said latter bell crank lever. Y V In testimony whereof I afiiX my signature.

' LINDSAY L. HILL. [L.s.]

Copies of this patent may be obtained for five cents eachflny addressing the Commissioner of Patents,

1 Washington, D. G. c 

